Hydraulic rotor operated butterfly valve



April 4,1939. P. A. KINZIE ET AL HYDRAULIC ROTOR OPERATED BUTTERFLY VALVE Filed June 13, 1955 10 Sheets-Sheet l lllll'l 1 1 22 INVENTORS Philli A Km 1e John E Savqge BE Merl Naqts ATTORNEY April 4, 1939. P. A. KINZIE ET AL 2,152,651v

HYDRAULIC ROTOR OPERATED BUTTERFLY VALVE Filed June 13, 1935 10 Sheets-Sheet 3 INVENTORSY Pin/lip A. lfizz ie. John L. Savageqf J BY Merle ENamf5.

ATTORNEY.

April 4, 1939. P. A. KIN IEJ-T AL 52,651

HYDRAULIC ROTOR OPERATED BUTTERFLY VALVE Filed June 13, 1955 10 Sheets-Sheet 4 3 E l Merle E. Nant ATTORNEY.

April 1939- P. A. KINZIE ET AL 52,651

HYDRAULIC ROTOR OPERATED BUTTERFLY VALVE Filed June 13, 1935 10 Sheets-Sheet 5 Fig. 6

Iii! INVENTORS Phillip A. Kin5ie, 1 wa I 5 104 108 ATTORNEY.

April 4, 1939. P. A. KINZIE El AL 2,152,551

H YDRAULIC ROTOR OPERATED BUTTERFLY VALVE Filed June 13, 1935 10 Sheets-Sheet 6 Z- 158 98 'J n g I 114 91 r \k 1 INVENTORS Phillip A. Kzzzgie,

I 10122? L. Sat/aye I B Mecle E. Nant5. A 35mm ATTORNEY.

April 1939- P. A. KlNZlE El AL 2,

HYDRAULIC ROTOR OPERATED BUTTERFLY VALVE Filed June 13, 1935 10 Sheets-Sheet 7 Fig. 12 W4! /7777 '1' C) 1* J l 1 E lj='%a 186'. 199/ Fig. 13

198 243 193 a g a as; a s Q a 193 223 1NVENTOR$.

Phzlllp A. Kin31e,

. 24 John L. Sal (Z98 ,2 BY Merle ENG!) 5.

- ATTORNEY.-

April 1939- P. A. KINZIEET AL ,152,651

HYDRAULIC ROTOR OPERATED BUTTERFLY VALVE Filed June 15, 1955 10 Sheets-Sheet 8 INVENTORS Phillip A. Kin ie, John Lsavrjziqe Merle E. Na

ATTORNEY.

April 4, 1939. P. A. KlNZlE El AL 2,152,651

HYDRAULIC ROTOR OPERATED BUTTERFLY VALVE I Filed June 15, 1955 10 Sheets-Sheet 9 239 v 163 S E 233 I 1114 RUN 9 223 INVENTORS Philli A.Kin 11? Y John 1.3332428 {Mar/2 E M2 5 ATTORNEY.

April 4, 1939. I

P. A. KINZIE .El' AL HYDRAULIC ROTOR OPERATED BUTTERFLY VALVE Filed June 15, 1955 l0 Sheets-Sheet 10 A INVENTORS Phillip A. Kz'n3ie, 'John L. Savage ,5 BY Merle E. Nan t5 EQRW ATTORNEY.

Patented Apr. 4, 1939 1 UNITED STATES PATENT OFFICE Phillip A. Kinzie, John L. Savage, and Merle E. Nantz, Denver, 0010., assignors to Universal Hydraulic Corporation, Denver, 0010., a corporation of Colorado Application .mneis, 1935, sci-Torso. 26,386

4 Claims.

This application relates to improvements on valves and hydraulic torque mechanism; wherein, closure is effected by torque applied to a. pivotally mounted closure member; more particularly, to butterfly valves of the type disclosed in the co-pending application, Hydraulic rotor operated valve, Serial Number 660,284, flled March 10, 1933, and now Patent No. 2,053,668, granted Sept. .8, 1936.

The valve, torque mechanism and appurtenant features, as described in this application, are primarily intended for severe service, wherein unusually large water loads are imposed on the closure member with the resulting enormous 15 torques required for successful operation of the closure member, as is the case in many oi? our modern power plants. While the foregoing is cited as a specific application of our invention, the field of usefulness extends to all installations 20 where the flow of a fluid is interrupted withina pipe or conduit in a manner analagous to that of a. butterfly valve. Further, the torque mechanism may be readily applied to installations other than valves, where powerful, compact torque 25 units are used; such as, steering gear mechanisms 5 means, whereby torque is applied to the closure member without imparting bending moments to said closure member or the interconnecting elements.

Our invention has as an object, a flexible 40 means, whereby deflections of the closure element when subjected to fluid pressure are not transmit ted to the torque producing unit.

Our invention has as an object, a means, where- -,by the aforementioned flexible element operates in a bath of oil, further, said oil bath is protected against the intrusion of foreign solids or liquids of an abrasive or corrosive nature.

Our invention has as an object, the improved 5O arrangement of the oil reservoir system wherein all reservoir areas are interconnected by a central passage with appropriately disposed connecting ports.

Our invention has as. an object, the improved 55 arrangement wherein oil is delivered directly to chambers.

the operating chambers through the housing cylinder without the use ofvcored portsp Our-invention has as an object, the improved arrangement for directing oil into the diametrically opposed operating chambers by ports di- 5 rectly through the torque imparting member.

' Our invention has as an object, an improved construction, wherein, the torque reaction elements or stators become integral and symmetrical elements of the housing cylinder.

Our invention has as an object, an improved brake release means, whereby fluid used for releasing the, brake members is automatically discharged directly into the main reservoir upon release of the pressure within the operating Our invention'has as an object, a means, whereby a control unit is attached to the torque unit without the use of auxiliary piping.

Our invention has as an object, a self-contained control unit, with a single hydraulically balanced control valve, operated by electrically actuated means, automatically controlled, and so arranged that movement along its axial center line effects control of the torque unit.

Our invention has as an object, an automatic spring-loaded relief means within the control unit, whereby excessive pressure is relieved by by-passing operating fluid to the reservoir.

Our invention has as an object, a means, whereby all operating fluid originally introduced into the reservoir system or afterwards circulating through said system during operation of the torque unit, is kept free of foreign substances by means of ascreen built into thecontrol unit.

Our invention has as an object, the means, whereby the torque unit can be hydraulically lockedby the use of co-ordinated valves within the control unit.

Our invention has as an object, an auxiliary sealing means on the stem elements of the butterdescribed specific embodiments of the invention" for the purpose of satisfying the patent statutes, and which have been illustrated in the accompanying drawings forming a part hereof, and wherein:

Figure 1 is an elevation of the complete butter v on the plane 5-5 of Figure 4;

Figure 6 is a sectional plan view taken substan-,

tially on the plane 6-6 of Figure 5;

Figure 7 is an enlaged fragmentary section of Figure 6 showing the stator seal and check valves;

Figure 8 is an enlarged fragmentary section of Figure 6 showing the rotor seal and check valves;

Figure 9 is an enlarged fragmentary section, taken at the top of Figure 5, showing the brake release valve; I

Figure 10 is a sectional view taken on the plane l0l0 of Figure 6;

Figure 11 is a sectional view taken on the plane |l-ll of Figure 6;

Figure 12 is a plan view of the rotor control unit;

Figure 13 is a front elevation of the rotor control unit;

Figure 14 is a sectional plan taken on the plane |4l4 of Figure 13;

Figure 15 is a sectional view taken on the plane l5-I5 of Figure 12;

Figure 16 is a sectional view taken on the plane lG-IB of Figure 13;

Figure 17 is an end elevation of the rotor control unit; v

Figure 18 is a sectional view on the plane Iii-l8 of Figure 15;

Figure 19 is a sectional view taken on the plane l9--l9 of Figure 15;

Figure 20 is a sectional view taken on the plane 20-20 of Figure 15;

Figure 21 is a sectional view taken on the plane 2 l2l of Figure 20.

By reference to the accompanying drawings it will be seen that the water passage member or body I has the pivotally mounted closure member or leaf 2 retained within the interior by the stems 3 and 4, set into mating bo'r'es at the top and bottom of the leaf and extending through the bores in the hubs of the body I. The upper stem 3 communicates with the torque'unit 'by means of the coupling 5 while the lower stem 4 is received within spider bearing 6 and axially supports the leaf 2, stems 3 and 4 and the leaf seals I which are retained within a groove at the periphery of the leaf 2. Two by-pass units, consisting of: the needle valves 8, the electrically operated needle valve controls-9, the manually operated emergency gate valves Ill and the interconnecting piping H, are symmetrically mounted on opposite sides of the body I.

The torque unit is superimposed on the upper flange of the body I and is aligned and secured thereon by the rotor base l2, on which is mounted the motor l3, oil pump l4 and the grease pump unit l5. The cylinder I6 is mounted on the upper flange of the rotor base l2 and has mounted thereon, the rotor control unit I! and the control panel l8. Mounted above is the brake cylinder IB and the cover 20 with the indicator cover 2| on top." The foregoing assembly is shown on Rigidity of the body for supporting the torque I unit and leaf as well as the body itself is very essential to prevent the body becoming out of round and preventing the proper seating of the sealing members 1--Figure 2on the leaf with the cooperating seating members 26Figure 5' in the valve bosly I. Rigidity is secured by means of the semi-crescent T shaped ribs 21 on the transverse pivotal center line, which extend from the upper and lower flanges of the valve body and blend into the supporting pads 28Figure 1. The reducing cone shape of the body is another factor in securing a rigid member. The rigidity of the body is further augmented by the crescent shaped extensions 29 on the downstream flange 30 which are connected to the hubs 23 by the longitudinal rib sections 3IFigures 1 and 2. The upstream flange 32 has similar crescent shaped extensions connecting directly with the upper and lower hubs 23. p

The hole 33 and flange face 34 are provided for attaching suitable drainage piping.

The inwardly'extending stub ends of the stems 3 and 4 are pressed into vertically aligned symmetrical bores in the hubs of the leaf 2 allowing the stem flanges 35 to bear tightly against'the outwardly facing mating surfaces of the leaf. The fitted screws 36 through the stem flanges 35 are threaded into the leaf and transmit the turning effort of the torque unit to the leaf and maintain the stems in rigid attachment thereto. Each of the stem flanges has a turned groove containing, the piston rings 31, which are retained within the groove by the stem collars 24Figures 2 and 5. The outwardly extending ends of the stems are journaled within the rocking bushings 25, which are contained in bores throughthe body hubs 23. These rocking bushings 25 are loosely fitted within their mating bores and have their exterior surface curved, so that, when the leaf deflects the attendant angularity of the stems (about 10 minutes in this case) is compensated by the bushing rocking to a position normal to that angle; thereby pre- 1 venting any reverse bending moments in the eter than that of the pipe'38.- A thread at outer end of the drilled hole 39 receives the packing member. 40 containing the packing 4|, which is retained by the gland 42. Thus it will be seen that as the bushing rocks, the vertical motion will be compensated by the enlarged hole 39 while lateral motion will be free to compensate itself through the slip joint effected by the packing members. A further object for providing the that slight clearances are allowed on the inbushing and the'bore of the-hub 25. The stufllng box 45 containing the'packing 44 which is retained by the gland 45 also serves to prevent rotation of the rocking bushing by means of a key on the center line of flow which engages a mating keyway in the rocking-bushing as is fully described and illustrated in the aforementioned Rocking bushing application. It will be noted terior diameters ofthe stufilng box 45 and the gland 45 so that the angularity of the stems willnot cause cramping or crushing at these points. The packing 44 within the stuffing box 43 tightly contacts the adjacent surfaces of the stems; being plastic enough to compensate for the minute movements due to the leaf. deflection and still maintain a tight seal; thereby preventing the escape of grease or water. It will also be noted that the piston ring 31 and the packing 44 form a dualseal, thereby allowing the packing 44 to be replaced and permitting the removal of the stuffing box 43 and rocking bushing, without dewatering the penstock or conduit; the leaf being retained by the stem flanges within the mating counterbores in the stem collars 24.

The, leaf seals I at the periphery of the leaf 2Fig'ure 2 -are adjustable by means of the wedges 45 and the adjusting screws 41 in order to effect water tight sealing of the leaf in the closed position. A further and complete description of these seals is given in the application, Leaf seal locking device, Serial Number 752,200, filed November 9, 1934, now Patent No. 2,083,154, granted June 8, 1937.

The weight of the leaf and integral parts is supported on the body by the spider bearing 5 Figures 1 and 2. The threaded portion of the reduced stem extension 48 is matingly received within the adjusting nut 49 which rests on the roller type anti-friction bearing 50; retained within the central bore in the spider bearing 5. The stem extension 48 and adjusting nut 49 comprise a leaf positioning means, wherein, the nut is held stationary by inserting a pin in the nut 49 through the lower hole 5|, and rotating the leaf either manually or by use of the torque unit, the correct vertical position of the leaf is obtained. The pin is then removed from the lower hole 5|, and a hole is drilled through the adjusting nut into the stem extension, using the,

upper hole 52. A dowel driven into this drilled hole will cause the stem extension and adjusting nut to rotate in unison and thereby retain the leaf in the adjusted position.

By reference to the Figures 1 to 11, it will be seen that the rotor base I2 is positioned concentrically with respect to the bores in the hubs 23 of the body and the normal axes of the leaf 2 by the turnedshoulder 53 which is matingly received by the bore in the rotor base |2Figure 5. Further, the lower flange is rigidly secured to the upper flange of the body by the fitted studs 54 which also serve to transmit the torque reaction. to the body. The upper flange of the rotor base I2 is concentrically attached to the cylinder l5 by the studs 55. Within the central counterbore the downwardly facing stuffing box 55; containing the packing 51 which is retained by the gland 58, prevents the escape of the operating fluid (oil) around the coupling 5. The diaphragin 50 whlch ls welded within the central bore of the coupling 5 prevents oil escaping through the interior of the coupling. Thus it will be seen that the shoulder 55 on the coupling by bearing against the stufling box 55 will retain the coupling 5 with torque unit, and

through the symmetrical openings 55 in'rotor base. Unreasonable escape of oilfrom this area is prevented by the felt packing rings 55 in the reduced end of the coupling 5 which enters the sheath 51 which is welded fluid tight to the upper stem. The escape of oil around the top of the sheath is an advantage since it will prevent the entrance of any water, which may escape past the packing 44, from entering and corroding the splines. The relief holes 58 prevent a counteracting head of water being built up atthe coupling and sheath joint by allowing all escaping fluid to pass through the wall of the gland. Waste fluids will be collected in the circular recess 59 and re-' moved by the pipe 15 thereby preventing unsightly streaks on the exterior of the valve body. With the foregoing construction in mind it will be apparent that the splines are completely protected against the intrusion of foreign fluids or solids.

The cylinder IS, in which the rotor H is containedFigures 3, 5, and 6is of ribbed construction, having a relatively thin-walled interior cylinder reinforced by circumferential and vertical T shaped ribs; thereby, producing a cylinder which is more rigid, cheaper, and more easily manufactured than a cylinder of comparative strength made with a single heavy wall. It will be noted that the core holes 12 in the circumferential ribs are reinforced by a small bead which carries the stresses around these holes and prevents their weakening the rib section.

Diametrically opposite onthe interior of the cylinder |6-Figures 3 and 6ar'e the torque reaction members or stators l3 and I4; formed by inwardly curving walls originating at the interior of the cylinder wall. The tendency of the stators to rotate about their own centers as well as the tendency to rotate the cylinder about the central axes is overcome by the keys |5Figures 5 and 10-secured tothe topand bottom of the stator elements and entering mating keyways in the rotor base l2 and brake cylinder l9, and by the dowels 15 secured in the cylinder by the auxiliary pins '|'|Figures 5,. l0, and '11. Aside from the purpose of transmitting the torque reactions, the dowels 15 are located in such a manner that they aid in preventing undesirable deflections of the cylinder walls when pressure is imposed in either chambers A and A or B and B'-Figures 3 and 6. The inwardly extending portion 19 on the stators-Figures 6 and 7is bored to receive the rotor II and is grooved to receive the rectangular seal bars 18. These bars are retained within their respective grooves by the shouldered fillister head cap screws 50 Figure 10. The seal bars 18 are held in contact with the curved surface of the roto'r 1| by the springs 5| and by introducing oil 4- pressure into the space 82 behind the seal bars.

This space 82 is rendered fluid tight by the U.

shaped leather seal 88, which is secured to the inner face of the seal bar I8 by the metal bar 81 and the screws 88. The check valves 88Figures 6 and 7--are assembled in the stators I8 and I4 in such a manner that they oppose each other;

hence, when pressure is introduced through one and the mating groove 8l--Figure 10. From the foregoing it will be apparent that the seal bars I8 will work equally well regardless of whether pressure is introduced from chambers A and A or B and B'.

Operating fluid is delivered to chamber A through the port 82-Figure 6-and to chamber B through the port 88. Ports 84 and 85 communicate with the reservoir and perform functions which will be hereinafter described. -It will be noted that these ports are formed by pipes cast integral with the cylinder I8 thereby assuring full sized port openings and eliminating the danger of unremoved core sand entering and scoring the finished surfaces of the interior members. a

The rotor II has two diametrically opposite vanes extending from the central hub to the cylinder wall thereby dividing the interior of the cylinder into four chambers. Chambers A and A are intercommunicating through the pipe 88; chambers B and B being similarly connected by the pipe 81. The rotor is centrally retained within the cylinder by the anti-friction collars 88 and Bil-F gures 5. 10, and which enter mating bores in the rotor base and brake cylinder. The

1 stop bars I88Figure 6and shims I 8| secured numerals.

to the stators by the screws I82 provide a means for slight adjustment for the point of stopp e of the rotor 'II at the full open or closed position; relative to the butterfly leaf.

The vanes of the rotor are grooved to receive the horizontal seal bars I8 8Figures 5 and 11 and the vertical seal bars I84 which are mortised into the seal bars I88. These seals are installed and function similar to the stator seals; therefore identical parts will be indicated by the same The seal bars I83 and I84 are held in contact with their respective cooperating surfaces by the springs 8I and by oil pressure introduced into the space I85 through the holes I88. The check valves 88 in the rotor vanes function in the same manner as those in the stators. The

continuous U shaped leather seal I81 attached to the inner faces of the seal ,bars I88 and I84 keep the passage I85 fluid tight. The groove I88 in the contact faces of seal bars I88 and I84 communicate through grooves I88 and II8-Flgure 11-to the reservoir.

The ring seals III contained within grooves in likewise have a central groove II5 which is in.

communication with grooves I88 and III.

the reservoir through the I The rotor extension llkl 'igure 5 con centric with and rigidly attached to the rotor II by the fltted screws 1, has machined thereon, thesplines II8, which slidably engage mating splines in the brake disks II8.

The opposing cones of the brake disks II8 are held in frictional engagement with mating seats in the brake cylinder I8 and the cover 28, by the compression springs I28. The inner hubs are matingly received by bores in the brake cylinder I8 and the cover 28, and are provided with thepiston rings I 2I to prevent escape of fluid pres-- surepast these hubs. The seal ring I22, set into cooperating grooves in the brake disks H8, prevents the intrusion of fluid pressurebetween the inner faces of the brake disks. Further, this inher area is provided with the holes I28--communI- eating with the central passage I52.

I The brake cylinder I8 and cover 28 are secured to the cylinder I 8 by the studs I24. Torque from the upper brake disk is transmitted from v the cover to ,the'brake cylinder by the horizonextending stub for centralizing the spring I28,

while the lower portion has the annular groove I82 and drilled holes I88. The upper retaining nut I88 is counterbored to receive the spring I28, while the lower retaining nut I8I has a central port I84 and is recessed at the top to permit communication with the drilled holes. I88. Fluid pressure is introduced to the upper surface of the valve I28 by the drilled hole I85, the annular groove I88 and the drilled holes I81 and I88. Thus, it will beapparent that when pressures of the same intensity are introduced on the upper and lower portions of the valve I 28 the valve will remain in the normal or closed position through the differential effected by the spring I28; however, when pressure is released from the upper portion of the valve I28, as is the case when the oil pump motor is stopped, the continuing pressure on the underside of the valve I28 effected by the springs I28 will cause'the valve I28 to move upward along its axial center line and bring the annular groove I 82 into communication with the annular port I88 thereby allowing the discharge of fluid pressure into the reservoir above through the hole I48; likewise, fluid pressure will be discharged around the lower lip of the valve into the annular port MI and thence into the annular 'groove I88 through the holes The indicator cover 2I-Figures 1, 4, and 5- has an aperture through which the position of the valve mayv be directly read by the graduations on the indicating dial segment I43 which .is rigidly attached to the stem extension II5.

Electrical position indication is provided by the selsyn transmitter I44, attached to the plate I45, extending into the counterbore-at the top ,of the stem extension II8. On the selsyn shaft the coupling I48 engages a plate diaphragm which is verses the direction of flow through the welded fluid tight within the aforementioned ably received within. cooperating bores-in the I counterbore. I

The mercury switch I41-Figure 6-is mounted on a bracket, rigidly secured to the indicator cover 2|, and is actuated by a trip on the top of the stem extension.

The reservoir areas, I48 in the rotor base I2 and I49 in the cover 20 are intercommunicating through the central passage and reservoir area I52 by the drilled holes I50 andI5I. The reservoir areas I53 and I54 in the stators-figure 6 communicate with the area I49 through the hole I55 and with the area beneath the lowerbrake disk hub through the passage I56. The holes I51 provide communication of the area under the brake disk hub with the central passage I52. The

ferrules I58 Figures 5 and 10-provide fluid tight connection between the cylinder, brake cylinder and rotor base, in the passages I55 and I56.

The details of the, rotor control unit areillustrated in Figuresl2 to 21 inclusive. By reference to these figures it will be seen that four ports I59, I60, I6I, and I62-Figure 14mate with the ports 94, 93, 92, and 95F igure 6--respectively. The control valve I63 which is of the spool type is so designed that two pairs of ports are brought into communication at once and is so arranged that movement along the axial centerline reaforementioned ports,

The movement of the control valve I63 is automatically and electrically controlled and is pro-' duced by the motor I64Figures 13 and'14. The motor I64 is connected to the worm shaft I6 5 by the coupling I66, and drivesthe worm gear I61 through the worm I68 which is keyed to the worm shaft I 65Figures 20 and 21. The worm beara ing I69 adjacent to the coupling is provided with the packing I10 and gland I-II to prevent the escape of lubricating oil placed therein through the T I12, while the worm bearing I13 on the opposite end is bored to receive the extending end of the worm shaft I65. The holes I14 provide lubrication for these bearings. The worm gear I61 is in keyed engagement with the extended hub of the planetary pinion I15. The planetary gear I16 meshes with the pinion I15 and with the stationary internal 'ring gear I11 and rotates on the pin I18 set into the rack crank I19; hence, when the pinion I15 is turned the planetary gear I16 will travel around the internal ring gear I11, thereby rotating the rack crank I19. The'rack crank I19 has the gear teeth I meshing with the cylindrical rack I8I- F'igures 14, 15, and 20on the control valve. The cylindrical rack I8I is flexibly mounted with the control valve I63 by the springs I82-Figure 15 which are retained and caused to bear againstthe integral collar at the center of the control rack by the stud I83, thereby providing a means for preventing the overloading of the parts within the drive mechanism by allowing additional axial movement of the rack after the control valve I63 has stopped. The limit switch shaft I84-Figure 20-is' matingly received within a bore in the rack crank I19 and is securely pinned therein. The shaft extends outwardly through the bore in the planetary pinion I15 and the bearing I85 in the worm gear cover I86, thereby providing a centralizing means forthe worm gear I61 and planetary pinion I15. The pinion I81 is keyed to the reduced end of the limit switch shaft I84 and is secured thereon bylthe nut I88. The rack I89 meshes with the pinion I81 and has the ex-' tended portions I90Fig ure 13which are slidworm gear cover I86. The rack I89 has a central trip pin I9I which engages the adjustable screws I92 'on the mounting blocks I93 thereby providing a means for tipping the mercury switches I94, which through the arrangement of their electrical contacts effect the desired control. Positive action is secured by the spring I95, while the point of stoppage is provided by contact of the plates I96 with the boss I91. The

mounting blocks I93 are pivoted and retained by the capscrews I98. The mercury switches I94 are protected against damage or intrusion of foreign substances by a cover I99-Figures 12 and 17. The cap 200-Figures 14 and id -prevents the escape of operating fluid and provides a stop for the control valve I63. Fluid lock of thecontrol valve I63 is prevented by the groove and hole 20I which maintain the fluid in the area between the cap 200 and control valve at reservoir pressure.

The spring 202 within the counterbore in the relief .valve 203-Figure 15produces' an axial thrust which is received on the extended end of the handwheel shaft 204. When fluid pressure is introduced from the passage 205 through the reduced portion of the relief valve will produce a force tending to compress the spring 202. Excessive pressure will cause the valve to move along its axial center line until the passage 205 will be incommunication with the passage 209 and allow fluid to be by-passed to the reservoir. Fluid lock of the relief valve is prevented by the groove 2I0 and the hole 2 which maintain the fluid in the area between the relief valve and plug 2I2 at reservoir pressure.

The flat surfaces on the threaded plugs 2I2 provide a means for applying a wrench thereto and thereby alter the point of stoppage of the control valve I63 or the compression on the .hole 206 into the annular port 201, action of this .pressure on the shoulder 208 effected by the spring 202 in the control valve 203. The caps 2I3 which'are screwed on the extending ends of these plugs together with the gaskets 2 I4 prevent the escape of fluid from the interior of the unit.

A manual meansfor releasing the relief valve 203 is provided by the handwheel 2 I 5. The handwheel shaft 204 is rendered fluid tight by the packing 2I6 and gland 2", and has adjacent to its inner end the threaded portion 2I8 mating with cooperating threads in the stufllng box 2I9; hence, by rotating the handwheel 2I5 axial mo tion of the shaft 204 will be produced and transmitted to the relief valve 203.

The screen 220-Figures 15, 16, and 18-is conbody 223; being retained by the stufling boxes 7 228 and rendered'fluid tight by the packings 229 andglands 230. The squared end 23I-Figures l5 and 17on the extended aft of the valve 226 enters a. mating squared hoe in the driving gear-232; likewise, the squared end 233--Figures 16 and 17-e'nters a mating squared hole in the driven gear 234. In mesh with gears 232 and 234 the idler gears 235-Figure 1'l-comprise a train 6 areas whereby both valves are turned in unison by the crank 236. -All gears are retained within the case and cover 231; the entireunit being held in place iv the tap bolts 238 and the washers 239. The

lock Nil-Figures and 17-provides a means for-locking the crank 236 and the enclosed gear train in any of the three positions as designated on the flange of the crank; i. e., Run, Stop or Fill.

" The suction piping 24I--Figures 4, 5, 13, 1'7, 10 and iii-connected to the passage 209 in the control body, supplies operating fluid tothe pump Il-Figures 1, 4, and 5-which pumps the fluid back into the passage 205 in the control body 223 I piping 245-Figure 5-and. valve 246 perform a function in the filling of the rotor reservoir by providing a communication between the piping 242 and the reservoirv area I46.

With the foregoing description of the mechanics of our invention in mind, .the method for filling t e reservoir and interior portions of the torque t as well as a description of the opening and closing cycles of the valve will now be given.

In order to work properly the interior of the torque unit as well as all piping, ports, etc., must be completely filled with a fluid For our unit we prefer to use oil although other fluids may be found to be entirely satisfactory. For-filling the interior reservoir areas the crank 236 is revolved 180, from the position shown in Figure 17; thereby bringing the word Fill opposite the indicating diamond. It will be noted that the valve 226 will be closed but that the valve 221 will be open due to the fact that it is provided with two port openings as may be seen on Figure 18. By removing the plug 24I-Figures l5 and 16-a suction hose or pipe line may be-screwed into this aperture and connected to the oil supply drums or containers. The valve 246 Figure 5is then opened and the vent plugs removed; 1'. e., 248 on the 45 control valve body-Figures 12, 17, and 18249 on the brake cylinder and 250 and 25I on the coverFigure 5. Then by starting the oil pump I4, oil will be drawn from the supply drums through the screen 220 and into the pump I4 through the suction piping .24I. The pressure piping 242 will convey the oil from the pump to either chambers A and A or B and B; depending on the position of the control valve I63, while the filling pipe 245 will flll the interior reservoir 55 system by discharging oil into chamber I48 which the gauge 252-Figure 5the valve is ready for service.

During the opening or closing cycle of our butterfly valve, all parts and units are automatically 5 controlled; so that, the human element does not enter into the proper functioning of the valve. Assume the valve to be in the closed position with the rotor in the position indicated bythe dotted lines on Figure 6. The handle 253 on the 0 control panel I8--Figures 4 and 5is turned to the "open position thereby establishing electrical contact through the mercury switch I" at top of rotor mechanism with the electric by-pa control '9 which opens the needle valve 8. When water 75 pressure has been equalized on both sides of the butterfly. leaf,- the equalized pressure switch 25 4-Figure l-completes an electrical circuit which, starts the motor I64 on the control unit I1 and thereby correctly positions the control valve I63. The mercury switches I94-Figure iii-stop 5 the 'motor I64 and then simultaneously start the motor on the grease pump unit' I5, and the oil pump motor I3-'Figure 1.

'With the control valve I63 in the position (as shown) for opening-Figure 14--oil is .drawn 10 from the reservoir area I53-Figure 6through the pipe 95 into the port. I62 and into passage- 209; thence through the screen 220 and into the pump I4 through the suction piping 24I. Presjsure oil is .delivered by piping 242 (valve 246 is 5 closed) into the passage 205 where it is directed by the control valve I63 through ports l6! and 92 into chamber A which is in communication with chamber A through the pipe 96-Figure 6. At the same time, oil is delivered by the passage 20 205 to the brake release piping 243-Figure 5- entering passage l35-Figure 9-and locking the hole 256 and compresses the springs I20 still further thereby disengaging the conical braking surfaces on the upper brake disk II9. With the two brake disks I I9 disengaged the pressure imparted 35 on the vanes of the rotor II by chambers A and A will impart the necessary. torque for. opening the leaf 2. .The oil displaced 21 chamber B flows into chamber B through the ipe 91, thence into the control valve 223 through the ports 93 40 and I60 where it is directed into the reservoir area I53 by the-control valve I 63 through the ports I59 and 94.

The pressure gauge 25'I--Figure 4-and pressure cutout switch are connected with the chamber 205 by the piping 258--Figures 13 and 15- and thedrilled holes 259 and 260; hence, when pressure is built up in chamber 205, as the rotor II comes to rest on the seat bars I00Figure 6--the pressure cutout switch will break an electrical contact and stop the oil pump motor I3 and grease pump motor I5. The drop in oil pressure due to stopping the oil pump I3 will allow the springs I20 between the brake disks II9 to become efiective and discharge oil through 55 the brake release valve I26 into the reservoir I49 above; thereby permitting the brake disks II9 to engage the conical seats in the brake cylinder I9 and cover 20 and so look the mechanism in the new position.

It is well known to those versed in the hydraulics and operation of butterfly valves that valves of this type tend, after closure from the fully opened position isstarted, to close them selves, when water or other fluid is passing there- 5 through. Thistendency of the leaf to overrun the operating unit mustbe carefully controlled in order to prevent the leaf from slamming shut and damaging the seals; or worse, rupturing the valve body. How carefully this contingency is I eliminated will be apparent from the description of the closing cycle.

For closure, the handle 253 on the control panel I8 is turned to the close position thereby establishing contact with the control valve motor I64 which correctly positions the control valve I63; after which, the motor I64 is stopped and the oil pump motor I3 and motor on the grease pump unit I5 are started by the mercury switches When serviced for closure, the control valve I63 does not bring the ports I60 and 205, nor ports I6I and 209 into full communication-only moving far enough to allow partial communication between the aforementioned pairs of ports; thereby eifecting a throttling action on the oil paming therethrough. The adjustable plug 2I2 provides a means for varying the amount of throttling necessary as dictated by actual operating conditions. Further, it will be noted that oil being discharged from chambers A and A does not flow into the reservoir but is delivered directly to the oil pump [4 through the ports 92, I6I, passage 209, and the piping 24I. Since this is true, when the leaf 2 tends to turn the rotor II, the resultant increase inpressure in chambers A and A cannot escape faster than it is being pumped into chambers B and B' through the piping 242, passage 205 and ports I60 and 93. Hence, by this provision and by the throttling of the ports as previously described the speed of closure of the leaf 2 is in constant control.

A means for drawing additional oil into the oil pump I4 to make up for oil which may have escaped past the sealsand provide the necessary caused by the leaf tending to overrun the torque unit, but does not allow oil to escape into the reservoir under the conditions previously I described.

When the rotor II comes to rest on the bars I00 and the leaf is closed, the pressure cutout switch will stop the oil pump motor I3 and the motor on the grease pump unit I5. Contact will have been reestablished with the electric by-pass control 9 by the mercury switch I" thereby closing the needle valves 8 and thus completing the closing cycle.

While in the foregoing we have described specific embodiments of our invention; it is nevertheless to be understood that in practicing the same we may resort to any and all modifications falling within the scope of the appended claim-s defining the invention.

What is claimed is- I 4 1. In combination, a valve element and an actuating rotor therefor, a separate casing for each and with rigid connection between the casings, hollow coupling means between the valve element and rotor and a diaphragm within the coupling means providing a fluid-tight division between the element and rotor.

2. In combination, a valve element and actuating rotor therefor, a separate casing for each and with rigid connection between the casings, a flexible coupling means between the valve element and rotor and including a hollow member having a transverse division between the element and rotor, and means journaling the valve element in its casing adapted to compensate for any pressure deflection of the valve element.

3. In combination, a valve including a casing, a rotary motor surmounting the casing andrigidly connected therewith, said motor including operating, lubricating and positioning mechanisms assembled as a complete unit, flexible meansconnecting the valve and motor in driving relation,

and journaling means mounting the valve in its casing and adapted to compensate for deflection of the valve due to load.

4. In a butterfly valve, a valve element, a casing therefor, and an operating motor associated with the casing to operate the valve element, said motor including a rotor and stators encased in an oil-tight housing mounted rigidly upon the valve element casing, and means for hydraulically actuating the rotor.

. PHILLIP A. KINZIE.

' JOHN L. SAVAGE. "MERLE E. NANTZ. 

